Internal-combustion engine.



v PATENTED JULY 14, 1908.

A. SLETTEN.

INTERNAL COMBUSTION ENGINE.

APPLIOATION FILED AUGJ. 1907.

7212772233 es: I fiizigfor, 4W%l .v WJ% ANTON SLETTEN, OF MILWAUKEE, WISCONSIN.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented July 14, 1908.

Application filed August 5, 1907. Serial No. 387,033.

To all whom it may concern.

Be it known that I,-ANTON SLETTEN, a citizen of Norway, residing in Milwaukee, in the county of Milwaukee and State of Wisconsin, have invented certain new and useful Improvements in Internal-Combustion Engines, of which the following is a specification.

This invention relates to that class of engines in which oil and air are admitted into the combustion or explosion chamber, the oil vaporized and intermixed with the air in the combustion chamber and the contents of the chamber ignited, and the products of combustion or burned gases discharged.

The principal object of the invention is to provide a simple, economical and efficient internal combustion or explosion engine.

A further object is to provide means for regulating the supply of oil to the combustion chamber by interru ting the action of the oil pum automatically when the engine is running a ove the desired speed and continue the uninterrupted action of the pump and supply of oil to the combustion chamber when the engine is running at or below the desired speed.

Other and further objects of the invention will appear from an examination of the drawings and the following description and claims.

The invention consists 1n the features, combinations and details of construction and operation hereinafter described and claimed.

In the accompanying drawings Figure 1 is a central sectional view in elevation of an engine constructed in accordance with my improvements showing the muflier and air inlet chambers of the combined muffler and initial air heating casing; Fig. 2, a top plan View of the engine shown in Fig. 1, as it would appear when mounted or lying in horizontal position; said engine being adapted to be used in either horizontal or u right position with cylinder end upsaid igure showing the oilump operating and automatic regulating evice; Fig. 3, a side view in elevation of the oil-pump operating and regulating device shown in Fig. 2.

In constructing an engine provided with a combined mufiier and air receiving casing and automatically controlled oil supplying or pumping mechanism constructed in accordance with my improvements I rovide a hollow and hermetically closed main frame a forming a chamber 6, which serves as an initial air compression chamber having an air inlet assage c which communicates with the initia air receiving and warming orheating chamber (1 in the combined muffler and air receiving casing e. Said casing a and its compressionchamber b have an outlet air-passagef controlled by a valve 9 and leading into or communicating with the combustion chamber h which is formed by the upper end of the casing or iston cylinder i. Said chamber has an out et assage j which communicates with the mufllhr chamber is which is in the casing e and separated from the air receiving chamber (1 only by a wall Z which forms a heating surface for the air passing into the chamber (1 and thence to the compression and combustion chambers. A reciprocating piston m which is hollow and provided with a closed u per end and an open lower end, is mounted in the cylinder or upper ortion of the casing in position to open the in et and outlet passages of the combustion chamber when at the downward or forward limit of its stroke or path of movement and close said passages during the compression or return movement of the piston. S aces n surround the piston or explosion c amber and contain water which is pum ed into said Spaces in any ordinary and wel known or esired manner, for cooling the engine parts. A crank shaft 0 is mounted in the casing or frame a inside of the compression chamber 1) and a piston-rod p is mounted upon the crank portion g of the crank shaft on the inside of the compression chamber and has its upper end connected with and extending into the hollow piston-the piston being rovided with a stub shaft or pivot r for orming the connection. The engine casing is bolted to a suitable frame or support by means of flanges s, and as here shown is particularly well adapted to be used as a marine engine, or for any purpose requiring a portable engine.

The crank-shaft 0 is provided with an eccentric 4 and a pitman is mounted thereon by means of an eccentric strap 6 which encircles the eccentric. A crank arm 7 is reciprocatingly mounted upon a shaft 8, and a pivot 9 connects the rocking or crank arm 7 and the pitman 5 with the end of a reciprocating pump-operating rod which is formed of articulately or pivotally connected parts 10, 11, and 12 which are connected by means of pivots 13 and 14 and slidably supported in a suitable bracket 15. The free or upper end of the jointed rod thus formed is in alinement with and adjacent to a reciprocating pump rod member 16 which is slidably mounted in a sup orting bracket 17 and connected with an 3 forming a art of the piston or valve of a pump 18 having an inlet communicating with a suitable source of oil supply and an outlet passage connecting said pump with the combustion chamber h of the engine. The combustion chamber is provided with a suitable i niting device, which may be in the form of a heated tube (not shown) extending into the combustion chamber in the path of flow of the oil from the inlet 19 which communicates with the pump.

The pump-rod 16 is provided with a collar 20, and a compressible spiral or helical spring 21 is mounted on said rod between the collar and a nut 22 which is upon the pump, so that the rod is moved in one direction by the spring and in the opposite direction by the pitman 5 and the operating mechanism connected therewith. A shoulder 23 at the knuckle joint formed by the pivot 14 already described permits the pivotal movement of the part 12 with relation to the part 11 in one direction a sufficient distance to bring the upper end of the part 12 out of alinement with the end of the rod 16, but prevents the movement of the part 12 past the end of the rod 1.6 in the opposite direction. The section 12 is provided with an adjustable end portion 24 having a V-shaped notch adapted to engage the tapered end of the rod 16, when the parts are in operative or alined position, the member 24 being in threaded engagement with the member 12 on which it is mounted so as to swing into and out of alinement with the end of the rod 16. A weighted arm 25 is mounted upon and extends outward laterally from the side of the pivoted section or part 12 on the side opposite the shoulder 23, and the section or part 11 is provided with a lateral arm or bracket 26, having an arm portion 27 which extends longitudinally past the end of the part 11 alongside of the section or pivoted part 12, on the same side with the weighted arm. The arm portion 27 is provided with a perforation through which extends a slidable bolt 28, the headed inner end of which is adjacent to or in engagement with the pivoted member 12, and a compressible spring 29 is mounted between the headed end of the bolt and the perforated nut 30 which is in threaded engagement with the bracket arm 27. A stop-arm or guard 31 is pivotally mounted upon the bracket 17 by means of a pivot 32 and has an arm 33 extending at an angle with relation to the pump red when in lowered position. This is for holding the part 24 out of engagement with the rod 16 by offering a suitable resistance to the action of the spring 29 for as long a time as may be desired, thereby preventing the operation of the engine.

A crank arm 34, upon the shaft 8 is connected with a suitable water pump for pumping water into the spaces for cooling the engine, and which pump may be of any ordinary or desired form. The oil pump is connected with the combustion chamber or piston chamber, by means of a pipe 35. The open end of the air receiving chamber (Z already described is provided with a screen 36 of line mesh adapted to prevent material which would obstruct the operation of the engine from being admitted into the interior chambers.

The operation of the oil pumping and speed. controlling mechanism of the engine will be readily understood from the above description of its parts, and it will be understood that certain well known parts have been omitted, as a description. or illustration thereof is unnecessary to enable the invention to be understood. The air is compressed in the chamber 7) by'the downward or forward stroke of the piston, which is produced by the ignition and explosion of the gases in the combustion chamber which are in proper proportions of air and vaporized oil and under proper compression when the piston is in initial position as shown in Fig. 1. The downward movement of the piston opens the inlet and outlet openings of the piston or combustion chamber and forces air into said chamber through the passage f forcing the burned gases out of the combustion chamber, and leaving air in the combustion chamber for the next charge. The oil is forced in by the pumping and regulating mechanism above described. Each reciprocation of the pitman 5 and the pivoted members 12 and 24, when not up to a speed sullicient to cause the compression of the spring 29 will force a charge of oil into the combustion chamber. When the speed of operation is sufficient to cause the weighted arm 25 to overcome the tension of the spring 29, the part 24 will be swung to one side or out of alinement with the end. of the pump rod 16 so as to prevent an action of the pump from taking place until the speed permits the weighted arm and the part 24 to swing back into operative position, or into alinement with the end of the pump rod which. is to be operated thereby. The speed of the engine is thus capable of being automatically regulated.

By the above construction and arrangement it will be seen that the oil supply and operation of the oil pump is controlled by mechanism operatively connected with. the pitman between the pitman and pump, and that said pump and the sectional pump op erating red are operated by the piston of the engine through the medium of the crank shaft 0, the piston rod 2), the eccentric 6 and the pitman 5, and that all of said parts op erating together serve to regulate the speed of the engine, and the quantity of oil supplied thereto.

I claim 1. In an internal combustion en ine the combination of a main casing provi ed with a combustion chamber having inlet and outlet openings, and provided with a mufiier chamber having outlet openings and communicating with the combustion chamber, a pump provided with an oil passage communicating with the combustion chamber, a piston mounted in the main casing, a crankshaft connected with the piston and provided with an eccentric on said shaft, a pitman mounted upon the eccentric, a pump operating rod articulately connected with the pitman intermediate the pitman and pump and movable into and out of operative engagement with the pump, and means for automatically moving said pump operating rod into and out of position to operatively engage the pump.

2. In an internal combustion engine, the combination of a main casing provided with a combustion chamber having inlet and outlet openings, and having a preliminary air compression chamber provided with a passage communicating with the combustion chamber, a piston mounted intermediate the combustion and said preliminary air compressing chambers, a crank-shaft mounted in the preliminary air compressing chamber portion of the casing, an oil umpmounted on the casing and provided wit an oil supply passage communicating with the combustion chamber, spring mechanism, a pump rod connected with the spring mechanism and adapted to be operated in one direction thereby, an eccentric on the crank shaft, a pitman connected with the eccentric, a sectional pump-operating rod pivotally connected with the pitman intermediate the pitman and pump and movable into and out of operative engagement with the pump rod, and a weighted arm on the sectional rod for automatically moving the pump operating mechanism into and out of position to operatively engage the ump ro 3. In an interna combustion engine, the

' combination of a casing provided with a combustion chamber, a piston mounted in said casing, a crank-shaft connected with said piston and adapted to be operated thereby, an oil pump rovided with an oil supply passage leading 1nto the combustion chamber, a

ump rod provided with spring mechanism for operating it in one direction, and an operating rod having ivotally connected sections connected with the crank shaft and adapted to be operated thereby, one of the pivotally connected sections of said rod mechanism being provided with spring mechanism operatively connected with another pivotally connected section for holding it yieldingly in position to engage the pump rod, and the pump-rod engaging member being provided with a weighted arm extending aterally therefrom for automatically compressing the spring which holds the pivotally mounted section in pump-rod engaging position and thereby preventing the engagement of such pivotally mounted section and the pump rod.

4:. In an internal combustion engine, the combination of a casing provided with a combustion chamber, a piston mounted in said casing, a crank-shaft connected with said piston and adapted to be operated thereby, an oil pump provided with an oil supply passage leading into the combustion chamber, a pump rod provided with spring mechanism for operating it in one direction, and operating mechanism having pivotally connected sections operatively connected with the crank shaft, one of such sections having a weighted laterally extending arm and being movable into and out of position to engage the pump rod, and the adjacent section having a bracket extending therefrom alongside of the section having the weighted arm, and spring mechanism mounted in said bracket and operatively connected with the said section having the weighted arm.

5. In an internal combustion engine, the combination of a casing provided with a combustion chamber, a piston mounted in said casing, a crank-shaft connected with the piston and adapted to be operated thereby, means for admitting air into the combustion chamber and permitting the escape of the products of combustion therefrom, an oil pump provided with an oil supply passage communicating with the combustion chamber, a pump rod for said oil pump, pump rod operating mechanism comprising an operating rod formed in pivotally connected sections and operatively connected with the crank shaft, means for slidably supporting said sectional operating rod, a lateral bracket on one of the sections of the operating rod, a bolt slidably mounted in said bracket and in engagement with the adjacent section, a spring engaging said bolt and supported by said bracket in position to resist the lateral movement of the section of the rod engaged ing arm upon the section of the rod which is engaged by the spring pressed bolt, adapted to cause the weighted section to swing on its pivot against the tension of the spring when operated above a given speed.

6. In an internal combustion engine, the combination of a casing provided with a combustion chamber, an oil pump having an oil supply passage leading into the combustion chamber, a pump rod for said pump provided with spring mechanism for operating it in one direction, an operating rod formed of pivotally connected sections slidably mounted, one of said sections being movable by the bolt, and a weighted laterally projectinto and out of engagement With the pump rod and provided With a laterally projecting Weighted arm portion, spring mechanism mounted upon a laterally projecting portion of the neXt adjacent pivotally connected section of the operating rod mechanism and operatively connected with the Weighted section for yieldingly resisting the action of the Weight and holding said Weighted sec- 10 tion in operative position, a bracket in 1 which the pump rod is slidably mounted, and a stop or guide mounted upon said bracket and movable into and out of engagement With the Weighted section of the operating rod mechanism.

ANTON SLETTEN.

Witnesses CHRIsTEN CHRISTENSEN, GERHARD A. BASSE. 

